Electromagnetic train control



@ct. Q 1923. 1,470,109

A. L. RUTHVEN ELECTROMAGNETIC TRAIN CONTROL Original Filed 0012. 8, 1918She 5 L. RUTHVEN ELECTROMAGNETI C TRAIN CONTROL 3 Sheets-Sheet 2 0wuawtoz i n/b14200 Oct. 9 1923. 1,470,109

A. L. RUTHVEN ELECTROMAGNETIC TRAIN CONTROL "Pelenlefi @eii. S 15323.

ALFRED L. RUTHVEN, OF ROCHESTER. NEW Y'GRK, ASlSIGNOE TO SIMLELEK TRAIITCON- .TEGL COMPANY, INC., ROCHESTER, NEW YOQIZ, A-CQRYORATION OF'NEWYGEK..

sme'momsesizafeze seem cm 'mo'n Qriginei application filed Gotcha! s.191$,Serial m. 2563335. .mwm a ansefise nceum file Februar 19, 1921.Serial m. Mazes. K

To (17!? 10/1 7771 at may (ulna/F7):

ie it known that l. ALFRED L. RWi'HvEN, v"

(.5 n oi the United Stetsmesieling at s. s eel-realm. in the county atlilem ee eml Stale oi T; 91: l 0 3k. have'mventecl certeln tic-iv anduseful improvements in Electrom'wne Trail. (.fenivels. Of which the E01The present invent-ion relates i0 railroad. block signalling andmitometietrein 0.

is particularly an impeleetric l incl: circuit com spmificetiezi,reference being he l my 4. if) V o the spplicslimiriled Unieber 8,is-isfis- 1 Ne. 25mm. la is the alga 0 i Lee 'vientieii m i andinipreveci means of empei'ae lieii' the vehicle and smell eeguip meetsin; vmiirolling the mevemeei; the

\eliivle under the verieus t-rsilie conditions, such means eliminatingthe use of electrical,1

neclmnieel or ether com-sci: er similar (lenses l'iefween the vehicleanal track. thereby resiaevin a serious objective is imineentrollinggape-Talus embodying sucli centael,

devices. Anoilier object is the pro visien 0i? sueh means beiween thevehicle and track or road becl utfzing mngneton'iotive force in a noveln'mnnev llSillE! medium of control, to dispense with contaci and likedevices and their objectionable characteristics.

Another lijectis the provision of an improved magnetically 'esponsii evehicle eqnipmeni contrelling the movement of the vehicle. and alsobringing: the vehicle to a step or tetanling its movement slimili theEQlllPlfldllI not be in c-peretiye ee i litiqn, thereby preventing thevehicle from pp cee ling when its e'oiiti-ollinig means is festive.

A still further object is to impreve Eli-e vehicle equipment so as toefieetively retard the 'fClllilQ when danger is presented, 21ml topermit he vehicle in pioeeeel uneler cant-ion at a slim" speed. scop'iing itif thespeed allowed is exceeded. This permits the veliicle inmove. under the diiection'of the authorized person. after danger issignaled and the power shut off and brakes applied ler merit .215 $0retarded speed is removed. em}

-idi ig" application I controlling means fer subsequent inspeeeimg.

automatically through the magnetic eppli sauces-s0 that the operator canproeeed with the veliliele er backup, such as far the purpese of movinginto 2:. siding for clearing the main line, e 1 tlie like.

The invention also includes novel means for clearing he vehicle whenproceeding are eeulisneenditiens, se-t'hat the impefli the iiehi'rleagain .ellowecl t0 pmceeel unrestricted, butez ly whenneireiiel'danger"( /011i Billions are positively elmngfecl to elemmmicli'lion ste eveic'l accidental elem signals.

Fl]1"il'l5l'nl018,lll8 invention has for an Cb eel, siieprevisimi ofneirel mews for givsngeeencl c-leei signals on lhe"v'ehiele. i emkeeping; a record 01 she eperasien 0f the Another olijeee is inprevidenevel and. im

prevel means 'fe'e operating the engineers brake velv'e automatically,slid ellew him m spply the brakes at any time; but n03) se lease :hemunilei' clazigei' eeniifiions.

With the foregoing and othei" eleje'ets in View. which will appear asthe inventim is fully understoml, the inventien-eesiii llieeenstmctien'enil e'em'binefiien of perms as hereinafter eles'erilied andveleiineril, is l being' unilei's'timil time el'ienges cee he made wihintlie scope of what is el'ai'me without departing from the spirit ofshe'invention.

invezi zion' is illustrated in the acc m penying drawings, Whei'ein-Figure lie e general view of theep persisusmestly in diagram;

Fig. 52 is a longitudinal verticalseetio if of the magneticallyresponsive mechanism i (if the vehicle. taken on about the line 2-1-2 WFig. 3 is a. perspective View eftlie track eqiiigmient. pert of thecasing being broken" ewe shew the interior, meelia-msmj; I v Fig. i is etransverse sectionpf the track 5 device. sliowlng it more'in 'cle'teil'and in normal {.enger pesition; and

Fig. 5 is a diagmmm'atical View ofe, block signal system ofsimplecireuits, with the present apparatus linliecl er ilierete' to providethe conneetii g medium between theerdi-nei'y block signals and controlling me'zpnsen the vehicle. i The apparatus is used 011 thelocomotive connected will.

i matic check on the operator.

the brake valve is moved to another posi-' tion by means of its handle3, the air escapes from the brake pipe 1 to the atmos phere thr'ough theport 4 thereby applying the brakes. The apparatus forming the presentinvention includes means for automatically operating the brake valve 2,among 7 other controlling means, and the various devices will bedescribed separately under their respective captions.

Vehicle stopping control.

The apparatus embodies a main control for bringing the vehicle stoppingor retarding means into operation, and this control, designatedgenerally at 5', is housed in a suitable casing 6, having the door 6*for gaining access to the arts 'for purpose of repair, inspection, or talike. The door 6 is under lock and key and has a window to make theparts visible to the operator or engineer.

Within the casing 6 is a main air valve 7 of the control having the stem8 disposed horizontally, and any suitable oscillatory valve can be used.A- recording device 9 is F connected to the valve '7 so' as to record.the number of operations thereof for subsequent inspection, and to:thuskeep an auto- The valve 7 has connected thereto a pipe 11' leading froma speed control device- 10 hereinafter described, to re'ceive'air from apipe 21 leading to the device 10 from the" air reservoir 1 or othersource of pressure fluid, and the valve 7 is normally closedto preventthe flow of air past it, but the air is ready to flow through said valvethe instant that it opens. Said valve is a threeway valve and hasconnected thereto another pipe 11 and also a pipe 12 which are incommunication. The pipe 12 has branches lead ing to a whistle or audiblesignal 35, visual signal 34, power interrupting means 13, and

the brake valve operating means 25, and the valve 7 when in normalposition connects the pipe 12 through the .pipe 11 and valve with theatmosphere, thereby permitting the air to escape from said signals andmeans. The signal 34 therefore'normally indicates clear, being operatedpneumatically, and the means 13 and 25 are released for ordinaryoperation, both being under pneumatic control through the pipe 12. Whenthe valve 7 is turned, however, it closes the escape port through'thepipe 11, and establishes communication between the pipes 11 and 12, sothat air flows at once to the signals with.

interrupting means 13 to operate same for cutting as the steam or othermotive power of the vehicle.- At the same time the air flows to thedevice 25 for turning the brake valve 2 forcibly, even against theresistance on the part of the operator if he tries to stop the action,so as to apply the brakes, and bring the vehicle to a halt.

An arm 23 having a weight, is carried by .the valve stem or shaft 8 andis normally raised, so that said arm will swing downwardly; by gravityand turn the valve 7 to stop the vehicle. when said valve is released,

the weighted arm 23 being always ready to operate said valve whenneeded. A second arm 24, is'also attached to the stem 8 and is thearm 23swings downwardly bygravity,'

thevalve 7 is operated for connecting the pipes 11 and 12. Thereenergization of the solenoid again'raises the arms 23 and 24' to againrestore the valve 7-to normal clear position. The solenoid 2%.arms 23and 24', recorderl). and signals are all'loc'a ted within the casing 6so as not to be interfered V /hen the arms 24 and 23 are in raisedposition, the pipe 11v is disconnected from thepipe 12. and the pipes 12and 11 are connected to the atmosphere.

Speed control device.

The device 10 which is operated under through said valve, said passagesbeing alternately opened for clear and caution conditions. A valve rod17 slidablc in the body 14 also normally closes the passage 15 and hasaport 18 to register with said passage when said rod is moved underexcess speed.

1A piston 19 on the rod 17 moves within, a cylinder 20 in the body 14and a spring 19* normally retracts the rod 17 and closes the passage 15and opens another passage 12 in the body connecting'the pipe 12 with theat mosphere. Passages 31 and 32 in the body connecting said pipe isnormally open emme V with the air'supply passage 22 at the reser- -voirside of the valve 16. Another pair of passages 33 and 33 in the body 14COIDII1IIBl- Cate. with the other end of the cylinder 'andase controlledby the valve 16, the pas s a-geg33 leading to'the atmosphere and thepassage '33- communicating with the pessages-lfi and 22 at that side ofthe valve 16 opposite to the reservoir connections. in

normal position the valve opens the pessag'es- 32. and 33 and closespassages 31 and 33, Ctherehy letting air into the forward end of theeylin'der'and out. of the rear end thereof so-that the az'r'moves thepiston backward and retracts thevalve rod 17- assisted by the 7 spring19, but When the vaivelti is turned by the handle 16, "passages 32 and33 are closed and passages 31 and 33 opened so that the air can escapefrom the forwardend' ofthe cylinder and is admitted into the rear endthereof to exertcontinued pressure tending to push the piston 19 andvalve rod 17 -forward. The valve rod 1'? is thus con-' trolled andOperated pneuumticaliy according to the position or" the valve 16.

A governor 37 of any suitable sort is used to control the speed undercaution conditions, and is connected by means of a sprocket chain 37gearing 37. orthe like.

with a wheel or other part o'f-the vehicle which rotates when'it is inmotion. The parts 37 or 37 can he takenvto represent means which rotateduring the motion of the vehicle to rotate the governor according to thespeed of the vehicle. The governor controls the valve rod 17 throughmedium of arocking lever'38 "having one arm opera-- tivelg connected tothei'governor '3'? and its other arm in the'path o fthe forward end ofthe rod 1? to prevent its 'forwerd movement unless 'the"vehicle exceedsa certain predetermined spe ed which: will cause the lever 38150. beswung suifieiently to release the rod 17. Y The end ,of therod '1?preferably has a roller 3 8 'to contact with the lever; orflatch 38 andreduce friction, As

a result; when the lever or handle '16 is swung to proceed underceution,so that the flow of air through the passage 22 to the;

means 13 and 25 is steeped and the air allowed to escape therefromthrongh the passage 12'. thereby-permitting movement of'the vehic1e,.thesir now tends to advance the piston-19 and rod 17, but this is preventedby" the lever on detent 38 unless the allotted speed s exceeded when therod 17 can move. This will close the escape passage 12. drum means 13and 2 5 and will onen'thepassage 15 so that air fiovvsthrough thisbyb'fiss to the means 13;and 25 to ac--- tua'te thein for again stoppingthe vehicle.

Thus, when proceedingunder caution, the

speed allowed must not be exceeded, orelsethe vehicle will beautomatically-stopped.

The speed "control device therefore" permits the vehicleto proceedslovvly in the danger zone, so'that it can proceed or back up will belowa given speed to avoid collision oraccident and at the same time theoperator cannot put' 'the automatic meansout of eitective condition forstopping the vehicle again.

When the track is e-leer sn'dthe valve again returned to normalposition, the valve 16 is returned by hand, so that the vehicle canproceed itS-iiSUfil.

Broke cal tie operating device.

The device 25 has been designed to operate the engineers brake valve 2man effectivemanner, and it includes at cylindrical casing 26 ahovethebrake vatve as shown, and the stem 27 of the brake velveextends upthrough the lower end of said casing end' is connected by a key QZ'vvi'thin a rotary headZ S. seated upon said lower end ofthe casing; Thehead 28 is rotatable within a ring 30' surrounding and'having a lowerhaving an upper flange inturned to overlap the head 23 and retainit'in'pl-ace. The head a stud 28 concentrically ithin thecasingp'rovided with a helical groove 28' forminga Jscreiv entering thecentral,

owning-of a -piston 23 which is slidahle in the ("HSIIIQ shove thememheror stud 28. The piston has a pin .29 entering the groove 23"a'ndthe pistonis kept from turn n; .hv means of "Feathers 26 in thecasing engaging: groovesm the sides of said piston.

outturned flange clamped between thejparts of the, casing at its lowerend, said ring also An exoansion spring- 30 between the ring 30 andpiston 29 normally. raises said piston and forces the airtherefromithrough the pine IQ which is connected to the upper end' ofthe casing 26 that provides a cylinder for the pision. The key 27 ismade fast to the stem 2.7 and works within a notch or groove in themember or heat! 28 so that when the piston 29 IS in normal raisedposition, the I stem 27 andliandie 3 can turn as usua1'for 'a npl vinszthe brakes.- Without actuating the parts of the operating device 25 but.when iroi'n the nine 12. th-e'r'iin 29 in'traveling in the niston isforced down by the flow of air into'th'e upper end or the casing orcylinder the groove 28" will turn theheed 28 and thus turn the heyQ'Ze'and stem 27 :to. apply the brakes automatically. In other words thelow 27" can move forward in the head 2 R but. when the head turns inthe-same di rection. the lcev 27 when in normal releasins: nosition forthe brakes. will he carried with the head as it would be by turning thehandle 3 for veoplving"the brakes. Inthis' way, the operating devicedoes not interfere with ordinary-.operation of the brake'valvo underclear conditions, but automatically applies the brakes in the event of adanger signal and maintains theni applied, until the apparatus iscleared.

Tran/c device. l

Reference is now had to the device (claimed in application Serial No.257,336 hcreinbefore referred to) used on the track at the controllingpoints, which may best selected intervals, along the track of which vthe rails are shown at 36. "Each of these devices includes a pair ofdanger armatures 40 at opposite sides of a clearing armature 39 locatedat the center of the track, all

mounted for up and down movement toward and away from the vehicle, andsaid armstures are of suitable length. These armatures are mountedwithin a casing 41 that is of non-magnetic material so as not to interfere with the magnet attraction between the track and vehicledevices, and as shown inFig. 1 the top of the casing has longitudinalcorrugations or; depressions between the a'rmatures' for stiffening andreenforcing the top of the casing which can therefore be-as'thin .aspossible above the armatures. The armatures are carried by transversecrank-shafts 42 journalled with? in suitable bearings within the casing41 and said shafts in being rocked will alternately raise the armatures39 and to active position. The casing protects the armatures from;damage and interference owing to weather conditions, and the trackdevice is also foolproof, As shown, the track device is operatedelectrically but it may be controlled mechanically, pneuinath cally, 0rotherwi A cup 45 secured to the bottom of the casing 41 holds a solenoid4a, the core of which is connected, as at 43, Y

to one of the rock shafts 42, in order that when thcsolenoid isenergized, the armatures 40 are moved downwardly to inactive position,and the armature 39 raised to active.

vice is normally at danger and will go to this position if thecontrollingineans fails,

to assurethe fact that the track device will I not clearthe vehiclepassing it unless the actual clear signal is given.

Figu more in detail than shown in Fig. 1, and in these views, theinclinedends of the casing 41' are shown, but the corrugations or tilepressions in the top of the casing are left out,

so that their use is made optional. The

of the rock shafts 4:3 in the form of res 3 and 4 llustrate the trackdevicecasing 41 is seated on and supported by one or'rnore transversesupporting bars 100 and each of these hers is attached-at its ends to'the'rails 36 so as to be supported thereby and thereby support thecas1ng41 and armatures fromtherails instead of from the cross ties. Inthis way, the casing. and

armatures are niaintainedin fixed relation 'to thera-ilsand theresponsive vehicle devices which pass overthe track device, in orderthat the relation of the track and vehicl'e devices will not be variedor disturbed by the yielding movement of the rails and ties under theweight of the vehicle thereon.

The ends of the bar 100 pass under the rails 36,'and said her. isprovided near its ends with lips 10.1 overlapping the base flanges ofthe rails at the inner sides of said rails, and clainpingjaws 102 arebolted or otherwise fastenedto the ends of the bar 100 and have lipsoverlapping the base flanges of the rails on the outside to clamp thebar 100 in place, and permit its removal for purpose of repair. It ispreferable to place insulation 103 betweenthe bar and railsfifi, andthis is necessary when the rails sen-e used as conductors, to preventshort circuit.

Figures 3 and i illustrate the hearings 104 edestals secured 3n thebottom of the casing 41 and bars 100.,and said rock shafts embodyjournal sections 105 and 106 journaled through the bearings 10% and thearmatures, respectivel. with crank arms 107 secured to the journal edsections 'l05and' carrying the iournaled'sections 106 to form thecranks.

e journals are preferably of anti-frictional design so that thearmatures ino've freely, and such bearings for the journaled sections106 areinset in the sides oi: the armatunes, as at 108. i

Figures 3 and t also illustrate the laminaation of the armatureslongitudinally there- 'of with the laminae in vertical planes,

whereby toavoid stray eddies of the magnetic flux, and to greatlyenhance. the attraction'of the vehicle magnets to said armatures as theypass longitudinally 'thereover.

The bars 100 not only support the casing 41 above the cross ties with asuitable clearance, to allow the casing to yield with the rails 36, butsaid bars also serve as stays to prevent the rails from spreading.Attention is also directed to the fact that the construction of the rockshafts 42 enables the cranks thereof to be adjusted angular'iyrelatively to one another by loosening the arms 107 on the journalsections 105.

Responsive vehicle .de'm'ca- The. vehicle equipment has magnetic meansresponsive to the armatures of the" track device, and ,for this purpose,three electro-magnets 46, 47 and 48 are carried by the vehicle forvertical movement, the first one 46st the center of the track to respond"tothe armature 39 when raised for clearing the vehicle, the second one+17 above one rziii 36 or adjacent to some other. magnetic object to beattracted thereto tor retaiulng clear couditions and the other magnet 48nrrungcdto move over one or the other of the arnuiturcs 40,nccoi'ding tothe direction of travel. to be attracted lllElGiO or indicatingv dangerand stopping the vehicle. Suidnnignc'rs ire slidable vertically withindependinc pockets of a casing 49 carried by the vehicle. in any suitablemanner, and said easing is or" nonmagneiio material sous not tointerfere with the magnetism.

.ihe clearing magnet is and clear retaining magnet. 47 are movablesimultaneously,

1 and to this end a transverse rock shaft- 50 is I 36 so as not to beattracted .nniguet s6 is first attracted to the armature 4.9 and hesarms 51 and journaled in suitable be: e sin the casing o secured theretofrom which the respective magnets -16 and i? are suspended, the armbeing longer than the arm 51, as seen in-Figure :2. where.

by the magnet eil' moves'n greater distance than the magnet 46. in thisway, when said magnets are moved upwardlytlm magnet 47 will besufiiciently removed from t e rail thereto oniess the 39 in raisedposition which will more the magnet -17 closer to the rail 36 intoattractive relation thereto, so as tolusintainsuch' e1;- trection andretain the magnets 46 and 427 in attracted or responsive position, asseen in Fi 1.

A second transverse rock shaft 57 is also journnlerl in the casing 49and has an arm 59 secured thereto from which the meg-net e8 issuspended, so that/said magnet is. movable independently of the others.It will he not'edthat the magnets move bodily up. and clown. tind-thi1ttheir co ls or windingsmove longitudinallyof their vertical axes. so asi x to cause a powerful attraction of the mag 'nets tonic armaturcs overwhich they pass,

when said armatures are in raised position. The rock shafts 50 and 57have arms and 51. resinictively,depending within switch cesings i'iS and63.- hereby said arms operate electric-iii switches and also havesprings 81 connected thereto, tending at all times to swing said armsand raise the magnets, which will result whenever the magnets aredc-energizcil. Each 0% the electrical switches operated by the urmsooand '61 includes, as

shown in Fig. kin-connection with the arm.

55. a switch arm 83 pivoted at its lower end 'to a base 84 having abinding post 85. incl "the switch arm 83 is connected by an latinglink88 with-the nrni55 (or (it). Ad justz ble-sto'p screws 82 are carriedwithin insuthe casingsfiS and 63 for limiting the move :mcnt' of thearms55 and.

61;" in order that both the upward and downward movement of the manets'cen be lmntedes desi .G i, conductor 60, magnet 24. coo

armature switch connected to the hindin according to the clearancewanted with. respect tothe ariuntures. The switch arm 83 carries aspring contact 86 to engage i1 contact terminal 87, when the respectivemagnetis iowered. and said switch arm has a second springcon'tact 91 toengage an adjustable contact. 90 of another terminal member 89 when theresponsive magnet is raised. Each switch is of this construction, toprovide for either a normal open or at normal closed circuit, whicheveris used. This permits of either a closed or open circuit for eitherswitch under normal conditions, and adjustments can he made to suit thecircumstances.

' The ends of containingthe magnets are provided with "removable pointsfor deflecting stray objccts out of the w y. and for cutting snow andice in the winter season.

The electrical circuits of the vehicle equipment lire supplied with theelectrical energy from s generator {Si or other suitable source. Thecircuit of tlicsolenoid or meg-net of the controlling alve '7 inciudesnerotor or a safety 111i l conductor 39. clear magnetswitch, undconductor 65. 'l he conductors and 69 are tact terminal S7.-I' 3fi 9(3iof the clear magnet switch whereby she switch arm 83 normally nects saidconductors when the clear magi-net it; clown, and. since tho ermatur'eswitch 52- is normally closed, the circuit of magnetwill he normallyclosed so as to energize said magnets and raise the weight arm 23 toretain the valve normal position. it is evident that if the currentfoils, bv'the opening; of either or 00th of the switches in the circuits'oixthot purpose, or myths failure of the reh. equipment to be inojjerative condition, the mag fact that the magnets? is attracted to therail 36 or other magnetic. object, thus maintaining clear conditions aslong as current flows through said magnet. but ii it fails,

then the nia'lnets 46 and 47 up by force of their lifting spring 81.,and the clear magnet switch therefore opens between con-- ductors 65 andG9 and time opens the circuit of magnet i The ma nets L6. all. ill lil ii in; northe pockets of the cesing'il post and 'con- Fig. 1. One of thecircuits includes generator 64, conductor 66, normally closed dangermagnet switc conductor 67, safety magnet 52 to keep 1L energized,conductor 54, magnet 48 in series with magnet 52', and conductor 65.Magnets 48 and 52 are thus normally energized, and failure of current inmagnet 48 will also de-energize magnet 52 so that switch 52 o ens and manet 24' becomes dead. The attraction of the danger magnet 48 to therespective armature in raised position will swing the arm 61 so as toopen the danger magnet switch and the circuits thereof. so that almagnetsbecome dead. Thus, the magnet :24 is tie-energized either by therelease of the normally attracted clear magnets 46 and 47, or by theresponse of the danger magnet to the track device, providing a doubleacting arrangement. 'lh'e conductor 67 has branches connected to themagnets 46 and 47 both in parallel with the magnet 48 and with oneanother, and the return conductor 65 is also branched and connected tothe magnets 46 and 47 to complete the shunt circuits thereof. In the daner magnet switch, the con-- ductor 67. like the conductor 65, isconnected to the binding post 85 and switch arm 83, but owing to thedill'erencc in the normal position ot the magnets of the two sets, theconductor 66 is connected to the terminal member 89 instead of thecontact terminal 87 as with the conductor 69. This is done to provideclosed circuits for both switches with the magnets 46 and 47 normallydown -magnets are energized.

clear conditions by holding the clear magnet and the magnet 48 normallyup. Should the current fail in any of the several circuits, a i

danger signal will be given and the train retarding or stopping meansbrought into action.

Operation.

In Fig. 1, the apparatus is shown in clear attract the magnet 46, whichin being moved downwardly will carry the magnet 47 into attractiverelation with the rail 36, sov that the magnets 46 and 47 are held-downagainst the tension of their spring 81, as long as said This maintainsswitch closed, and the magnet 48 although normally energized is'held inraised position by its spring 81, so that the danger magnet switch isalso normally closed. T he vehicle can therefore proceed unrestricted'asusual,- but. should the current fail in any of the circults. the magnet24 will naturally become de-energized and the valve 7 will be operatedby the weighted arm 23, to give the denger signals and operate the powerinterrupting means 13 and brake valve operating device 25, thuspreventing the vehicle from proceeding with a defective controllingapparatus. This same result is obtained should the vehicle pass one ofthe track devices in normal danger position. Thus, assuming that thearmatures 40 are in raised position, as seen in Fig. 4, the magnet 48 inpassing over one of said armatures will be attracted thereto and moveddownwardly, thereby opening the danger magnet switch between theconductors-66 and 67, and this will open the circuits of all threemagnets 46, 47 and 48, as well as the circuit of magnet 52. The circuitof the magnet 24 is therefore opened at two places, viz, at theswitch 52and at the clear magnet switch between-the conductors 65 and 69. Theswitch 52 is opened by deenergiz'ation of the magnet 52, and the clearmagnet switch is opened by the release of the'magnets 46 and 47 whenthey are deenergized. This provides for a double .action, in that,danger conditions are brought about by either the response of the dangermagnet or. by the return of normally energized and responding clearmagnets 46 and 47. The slightest downward movement of the danger magnet48 opens the danger magnet switch so that current will not flow throughany of the magnets. The magnet 48 being deenergized after the dangersignals are given, will be returned or raised by its spring 81, butjth-emagnets 46 and '47 having also been raised by their spring 81 willretain the clear magnet switch open during danger conditions, it beingnoted that during these conditions, the clear magnets 39 are down so asnot to attract the magnet- 46, andthe magnet 47 is far enough away fromthe rail 36 or other magnetic object not to be attracted thereto unlessthe magnet 46 is first attracted and moved downwardly. These conditionswill prevail until the apparatus is again cleared.

When the valve 7 is operated by the fall ofthe arm 23 whenever themagnet 24 becomes dead, whether intentionally or accidentally, the airwill fiow at once to the signal devices 34 and 35 to operator thempneumatically for indicating danger visually and audibly, and the airwill then flow to the device 13 for shutting oil the steam or other.motive'power. The air also-flows intotho upper end of the casing orcylinder 26 so as to force the piston 29 down, and its pin 29 in workingin the groove 2'R 'will rotate the stud or member 28 and thus operatethe brake valve 2 to rent the brake pipe 4 and ap ly the brakes.

Shou d "the desired to proceed under caution conditions, the operator orauthorized person can swing the handle 16 of the speed control device10, so as to reverse the valve 16. This will close the passage 22through which the air normall passes from the 'suppl pi e 21 tothe, pipe11' leading to the. m ve and igrmaoe that the air can pass from thesignal device 34, and devices 13 and 25 to the atmosphere. This allowsthe power to be again applied, and. the spring 30 will raise thepiston'29 and return the member 28 so that the operator can release thebrakes. The reversal of .valve 16, however, opens the passage 15, andthe passage 31 so that the airenters the cylinder 20 and tends tomovethe piston 19 and valve rod .7 forward, which is prevented by thelever or detent 38, when the vehicle is traveling below a predeterminedspeed. Should this speed be exceeding the predetermined speed thegovernor 37 being operated by centrifugal force will remove the lever ordcteni 38 from the end of the rod 17. and the air pressure against thepiston 19 will therefore operate at once to move the rod 1? forward andbring the port 18 into register with the passage 15, while the passage12 is now closed. Air will therefore flow from the pipe 21 through thepassage 15 to the pipe 11 and v alve 7 which remains in danger position.The danger signals are therefore again given and the vehicle stopped.This prevents the vehicle from traveling above the allotted speed in thedanger zone, but still-permits it to move slowly to pass into a sidingor the like. When the vehicle is stopped under caution conditions, thalve 16 can be returned so that the air will again enter the forward endof the cylinder 20 to return the piston 19 and rod 17, as seen in Fig.1, without releasing the brakes or power interru 'iting means. and itthe vehicle has been stopped or is moving slowly, so that the lever, ordetent 38 is again in active position, the valve 7 can be reversed againto caution position without stopping the vehicle again unless the speedallowed is exceeded,

The caution and danger positions will be maintained, until the apparatusispositively cleared, and until such is the case the ve-' hicle musteither remain at rest or proceed slowlv under caution conditions, asabove described. When the track is clear, and a track devire which thevehicle passes is in clear position with the armature 39raised, themagnet -16 in passing thereover'will be attracted thereto, therebyclosing the clear magnet switch which will-then beheld closed by themagnet 47 remaining attracted to the rail The circuit of the magnet 24is now closed, because the switch 52 remains closed when the magnet 48-is raised and energized, and. the clear magnet switch is closed by theresponse of the clear magnet. The valve 7 is therefore returned to theclear position as before, andthe vehicle can proceed unrestrictedas'ab'ove described, before the danger signal'was given.

Traci.) signal system and track devices." "Fig. 5 illustrates the;conjunction of a series of the track devices at intervalsalong locatedbetween the blocks, each of which As manytrack devices can be usedasdesired, and

contains two or more sections.

as shown, they are placed at the junetures of. the track sections andbetween the ends I thereof. The signal system illustrated is'a wellknown simple form and includes an electromagnet 70 connected toeach pairof rail sections at one end and a track battery 71 connected thereto atthe otherend to complete. a normally closed circuit for each section andmaintain the magnet 70 energized. Each magnet 70 attractsand normallycloses an armature switch 73 disposed in signal circuits 72 of thesemaphores 37 and each of said circuits also includes an armature switch174. attracted and v normally opened bya magnet '70 in the rear. Thus,taking one circuit 72, it includes-the semaphore 37 between sections Band C, armature switches 73 at the ends of section C, armature switch 74between sections A and B, and the solenoids or magnets 44 of the trackdevice at the centers and forward ends of the sections B and C. The.normally opened switch 74 opens said circuit 72, so that the respectivesemaphore and track devices or armatures thereof are in normal dangerposition. This condition will also exist if sections Cor D are occupied,because this will short circuit one of the magnets 70 of said sectionsto let the respective switch 73 open and the opening of the semaphorecircuit at any one of the several points will produce danger conditions.However, should a train enter-section B, moving toward the left in Fig.5,.the magnet 70 of said section will be short circuitedand thereforetie-energized, so that its switch 74 will close the circuitnnd thus movethe semaphore and track devices to clear position, whereby the train canadvance past the semaphore into the next block. When the train enterssection C, the magnet 70 thereof will be deener ized by the shortcircuit established, and evenv though switch 7l.is again opened as wellas switch .73 between sections l3 and 6,21 secondnormally opened switch75 of the magnet 70 under discussion will be closed by thedee'nergization of the said magnet 70, and thus cloe th circuit, ofvthetwo magnets 44 in advance, so that the, train;

can pass the respective train devices. The switch 7 5 forms .ashorocircuit between the battery 76 of the circuit 72, and the'semaphore37 and magnets 44 in, rear. so that a eis train following in section Bwill be stopped i because thesaid semaphore and last mentloned acts aswill he in condition to indicate danger, although the train already inthe block can proceed.

This arrangement is just'one of many in which the present track devicescan be used for controlling trafiic, and the illustration is to be takenas typical to make the invention better understood.

shutting 0d such dew, and trafiic controlled means for energizing sa delectrol-mag'netic fluid operated means.

*2. A vehicle controlling apparatus embodying a source of pressurefluid, pressure means for indicating danger "and retarding the vehicle,a valve for establishing fthejfiow of fluid from said source'to saidmeans and normally shutting off such flow, said valve having anoscillatory stem, a weighted arm connected to said stem to swingdownwardly by gravity and operate 'thevalve to establish said flow offluid, electro-magnetio means for raising said arm" and operating thevalveto shut for energizingsaid ed the flow, and means electr c-magneticmeans controlled from the track.

3. Vehicle controlling apparatus embodying a source of'pressure fluid, acylinder connected thereto, a valve normally shutting 0d the ll'ow ofpressure fluid groin said'source stem toturn the cylinder in the to saidcylinder, traflic controlled meansfor operat ng said valve, abrake valvehaving a rotary stem, 8. piston movable in said cylinder longitudinallyof said stem, and a screw connection between said piston and letter whenthe piston is slid, so as to apply. the brakes.

fi. Vehicle controlling apparatus embodying a brake valve having arotary stem. a axis of said stem, a piston working in the cylinder, anda rotary screw member connected tosaid stem and having jasciewconnection with said piston.

5. Vehicle controlling means embodying a. brake valve having a rotarystem, an operating' member therefor movable longitudinally "thereof,operating means for said member controlled from the track, and a sci'ew'con- "nection betweenjsaid member and stem. 6. Vehicle-controllingapparatus embodyinga brake valve havin I a rotary stem, a cylinderattached to said valve, a piston off such flow,

working in the cylinder longitudinally toward and away from said stem,pressure fluid supplying means for said cylinder controlled from thetrack, a rotar member in said cylinder connected with said stem to letit turn-for applying the brakes and to turn the stein with said memberfor applying the brakes by the movement of said member in one direction,saidmembcr having a screwreturn the parts when the pressure is relieved.

7'. Vehicle controlling apparatus embodying a brake valve having arotary operating member and automatic means for controlling said valveincluding a recipiocatory member having a screw connection with theaforesaid member.

8. In a vehicle controlling apparatus, vehicle controlling meansincluding a rotary controlling member, and automatic means controllingsaid means and including a reciprocatory member having a screw connection with the first named member.

9. A ,i ehicle controlling apparatus including vehicle ontrolling meanshaving a rotary controllingmember; and automatic means includinga-cylinder, a piston Work ing in the cylinder, means for controlling theflow of pressure fluid into the cylinder to move the piston in onedirection, and a screw connection piston for turning said-member whenthe piston is moved by pressure fluid.

10. Vehicle controlling apparatus embodying clear maintaining magneticmeans normally responded to a track device, danger magnetic means torespond to the track device, and means for retarding the vehicle shouldeither the first named means move named means respond.

11. Vehicle controlling apparatus according to claim 10 wherein theretarding means includes a normally closed electrical circuit havingswitches for bothmagnetic means to be opened by the movement of thefirst named means from responded position or the response of the secondnamed means.

12. Vehicle controlling apparatus embodying a clear magnet movable inresponse to attack armature, electromagnetic means for retaining saidmagnet in responded position, a danger.magnetimovable in response to atrack armature and controlling, means between said member and portionhaving-a screw connection with the piston, and means for moving saidpiston to' from responded position or the secondfor the vehiclepermitting it to proceed when the clear magnetis moved in response tothe corresponding track armature and the danger magnet is in normalposition, and retarding the vehicle when either the clear magnet returnsor the danger magnet te spends.

13. Vehicle. controllinr" appr ens bodying a clear electromagnet movablein response to a tra;k armature, an electromagnet to be attracted withrespect to a magnetic object for retaining said clear magnet inresponded position and, movable therewith to be brought into operation,a danger electro-magnet movable in response to a track armature, aswitch normally closed by the clear magnet when in responded position, aswitch normally closed when the danger magnet is in normal position, andvehicle retarding means including a normally closed circuit having saidswitches therein for retarding the vehicle whenever said circuit isopened or current fails, a source of electrical energy for said magnetsand circuit, and means for interrupting the flow of electrical energy tosaid magnets when the danger magnet is moved.

14. Vehicle controlling apparatus embodying a danger electro-magnetmovable in response to a track armature, vehicle retard- 'ing meansbrought into operation by the movementof said magnet, and source ofelectrical energy for said magnet to maintain it energized, and a safetyelectro-magnet connected to the danger magnet and controlling theretarding means to retard the vehicle should the safety magnet detect afailure of current in the danger magnet.

15. Vehicle controlling apparatus embodying the combination witharmatures along the vehicletrack alternately movable to danger and clearpositions, of a vehicle equipment having danger and clearelectromagrizts responsive to said armatures, to place the vehicle indanger and clear it, respectively, and means operable manually when thevehicle is in danger for allowing it to proceed slowly until cleared.

16. Vehicle controlling apparatus embodying the combination witharmatures along the vehicle track to alternately move to clearing anddanger positions, of avehicle equipment having clear and danger magnetsto respond to the armatures, vehicle retarding means controlled by saidmagnets operable to stop the vehicle when the danger magnet responds toan armature and to permit the vehicle to proceed unrestricted when theclear magnet. responds to an armature, and speed control means adaptedto be broughtinto operation manually when the vehicle retarding meanshas been operated to stop the vehicle and operable to remove suchrestriction'only when the vehicle proceeds below a given speed underdanger or caution conditions.

17. Vehicle controlling apparatus embodying the combination witharmature's alon the vehicle track to alternately move to c caring anddanger positions, and controlling means for moving said armaturesaccording to traflic conditions, of a vehicle operable a given trackarmature for clearing the retarding means so that the vehicle canproceed unrestricted.

' 18. Vehicle controlling apparatus embodying a source of pressure fluidon the vehicle, vehicle retarding means operated by pressure fluid,means for establishing the flow of fluid from said source to said meansand normally shutting off such flow, a danger magnet responsive to atrack armature, means for bringing said flow establishing means intooperation when the dangermagnet responds, means operable to shut off theflow for caution conditions, means to re-establish the flow and bebrought into operationwhen the last named means is operated, speedcontrolled means for preventing the re-establishing means from operatingunless the vehicle exceeds a given speed, and means for restoring thenormal position of'the flow establishing means first mentioned includinga clear magnet respon sive. to a track armature.

19. Vehicle controlling apparatus embodying movable megnetic meansinstalled on the road'bed of a vehicle track, traflic cont-rolled meansfor moving said magnetic means from danger position, said magnetic meansincluding a magnetic'member and being operable for settingitself todanger position with said member in raised position, movable magneticmeans on the vehicle responsive to the aforesaid magnetic member when itis in raised position, and vehicle controlling means controlled by thelast named magnetic means, the last named magnetic "means being arrangedto move, when released, to danger position for controlling the lastnamed means to retard the vehicle.

20. Vehicle controlling apparatus embodying a brake valve having arotary stem, an operating member therefor movable longitudin allythereof, operating means for said member controlled from the track, anda. screw connected between said member and stem substantially as and forthe purpose described.

21. Vehicle" controlling apparatus embodying a brake valve having arotary stem, a cylinder attached to said'valve, a piston working in thecylinder longitudinally toward and away from said stem, pressure fluidsupplying means for said cylinder congov- trolled from the track, arotary mei nber in piston, and means for movingsuid piston to saidcylinder connected with said stem to let; return the parts when thepressure is re it turn for applying the brakes and to turn lievedsubstantially as and for the purpose 1%? r the stem with said member forapplying the described. Kbrakes by the movement of said member in Intestimony whereof I hereunto affix my fone direction, said member havinga screw signature. portion hev-ing' a screw connected With-the LFR D L.RUTHVEN.

